Benjamin ormerod and george iiawortii



(No Model.) 2 Sheets-Sheet l. BL ORMEEOD 8u G. HAWORTH. BEARING EURPULLEYS 0R WHEELS.

Patented Feb. 19, 1889.

(No Model.) 2 sneets-shet 2.

B. ORMEROD au G. HAWORTH. BEAIING PoR PULLBYS 0R WHEELS.

190.898.274. Patented Feb. 19, 1889.

FlCl.) vFC.

UNITED STATES PATENT OFFICE.

BENJAMIN ORMEROD AND'GEORGE l-IAVORTII, OF BLACKBURN, COUNTY OFLANCASTER, ENGLAND, ASSIGNORS TO GEORGE ASIDVORTH AND ELJAH ASI-IVORTH,BOTH OF MANCHESTER, ENGLAND.

BEARING FOR PULLEYS OR WHEELS.

SPECIFICATION forming part of Letters Patent No. 398,274, dated February19, 1889.`

Application filed March 16, 1888. Serial No. 267,314. `(No model.)Patented in England September 14, 1887, No. 12,442.

To all whom it may concern;

,Be it known that we, BENJAMIN ORMEROD, cottoirmill manager, and GEORGEHAWORTH, chief carder, both in the employ of John Dugdal d: Sons, ofBlackburn, county of Lancas er, England, have invented certainImprovements in Bearings for Pulleys or Vheels, (fonwhich we have madeapplication for a patent in Great Britain, No. 12,442, dated September14, 1887,) of which the following is a specication.

Our invention relates to an improvement in bearings for pulleys andwheels, our object being to prevent the transmission to the shaft of thedisturbing influences due to the pull and tension of the driving-band,belt, or drivn ing wheel, and thereby to obtain greater steadiness ofmotion and less axial movement, and also to lessen the general wear andthe irregular wear of the bearings and journals.

Our invention will be best described with reference to the accompanyingdrawings.

Figure 1 represents a vertical section of a earding-enginemain-cylinder-shaft bearing, the fast drivingebelt pulley, the loosepulley, and their bearings, one end of the main cylinder-shaft appearingin full in the same iigure. Fig. 2 is a front view of the same parts,the loose pulley being omitted and the shaft being in section, the fastpulley being represented as broken at each side for wantof space in thedrawings. Fig. 3 is a sectional view of the bearing and pulleys at theother side of the engine, drawn to a smaller scale than Figs. 1 and Fig.4 is a broken front view of the parts represented in Fig. 3. Fig. 5shows one end of the licher-iu or takerin shaft, with thebearing-pedestal and the drivingpulley represented in section. Fig. 6 isa front view of the parts shown in Fig. 5. Fig. 7 shows one end of thedoffer-shatt, with the bearing-pedestal and the f lriving-wheelrepresented in section. Fig. 8 is a front view of the parts which appearin Fig. 7.

In Figs. 1 and 2, a is the end of the main cylinder-shaft, on which isordinarily iixed the drivingpulley,which receives motion from theline-shafting of the mill. In the example the said pulley l) is notfixed upon the shaft,

but is mounted. to revolve upon a hollow cy- 5o lindrical boss, c, whichis cast upon cr formed in one piece with a plate, c', which is. attachedby means of screws (l to the front of the bearn ing-pedestal e, in whichare iitted the steps'or bearing-brasses e', in which the journal of 5 5the shaftrevolves. The boss c is turned to suit the bored pulley, and isalso, by prefen ence, bored. It will be seen that the pulley l? willrevolve upon the said boss without touching the shaft a, and thathowever tight 6o the driving-belt maybe the shaft is not pulled sidewiseor downward or lifted, as the ease might be, by the pull of the belt. Afast key,

f, is fixed in the shaft and enters a slot in the hub of a coupler, g.`This coupler is formed with two arms, which enter recesses formed inthe hub h of the'driving-pulley. These arms are made to lit loosely inthe said recesses, so that when the pulley b revolves it will carryaround the coupler g at the same time that 7o the arms of the couplerare free to slide in the j said recesses. The effect of thisarrangement..

is that the rotatory motion of the driving-pulley will be conveyed bythe coupler to the shaft a, and as the only force exerted upon thecoupler acts in a circular line which is about concentric with the axisof the shaft, and as such force acts upon two points or opposite sidesof such axis, the turning force has no disturbing effect upon the axisof revolu- 8o tion of the shaft. The freedom of the coupler-arms toslide in the recesses in the pulleyhub permits of the slight want ofconcentricity with the axis of the shaft of the boss upon which thedriving-pulley revolves which may occur through wear of the parts oradjustment of the cylinder. The oil which drips from the front end ofthe bearing in e may pass through holes in the shell of the boss tolubricate the bearing for the pulley 9o b; but in the drawings we haveshown, by dotted lines at 7L, a passage for conveying oil to the saidbearing. The loose pulley?,` rcvolves upon. a sleeve, j, which is fittedupon the shaft end, and is jammed by means of a nut and washer, jagainst the coupler g. As the engine is not at work when the belt is onthis loose pulley, the disturbing effect of the belt is not'of muchconsequence. It will, however, be readily understood that the loosepulley might revolve directly upon the shaft; or, if the boss c werelengthened and the fast pulley b situated on the outside, both pulleysmight revolve upon the said boss. The forni of the coupler may bevaried, and if considered to be desirable the connection between thepulley and the coupler may be made at more than two places-as, forexample, the two parts might-gear together, somewhat in the manner of anvordinary toothed driving-clutch.

In Figs.- Sand g4, a is the other end of thc same shaft appearing inFig. l, and k the belt-pulley which drives the licher-in, and which hasbeen fixed upon the shaft a pre vious to our invention. IVe mount thispulley upon a fixed hollow boss, c2, in the same manner as the pulley b,so that it acts upon vthe fshaftonly vthrough al carrier, g', which is:similar 'tothe carrierg.v The effect of the? arrangementis that the,strain of the belt vwhich drives the licke-r-in and of the bandswhich'drive other parts of the cardother examples, so that thesteadine'ssl of motion of the licker-in is not affected by the belt.

In Figs. 7 and 8 we have shown how the gear-wheelv through which motionis imparted to the doffer may be mounted in the saine manner as thebelt-pulleys, in order that steadiness of movement of the doffer may beinsured. The gear-wheel n is mounted in the same manner as the pnlleylin Fig. 5, and transmits rotatory motion to the doffer-shaft through acoupler, It might not often be considered necessary to apply ourinvention to the doffer-shaft; but in cases wherein the gearing mightnotwork'slnoothly such application would be of advantage.

of thel pulley and Xed on the shaft, substantially as set forth. Intestimony whereof we have signed our names to this specification in thepresence of I Y two subscribing witnesses.

BENJAMIN ORMEROD. GEORGE HAVORTH.

IVitn esses:

EDWARD K. DUTToN, FREDK. DILLoN.

